Car-underframe.



R. E. FRAME & P. HGIBBS.

GAB. UNDEBFBAME.

APPLIOATION FILED NOV. 15I 1910.

Patented N0v.26,1912.

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ATTORNEY R. E. FRAME a. P. H. GIBBs.

GAR UNDERFRAME. APPLIOATION-I'ILED NOV. 15, 1910.

Patented Nov.26, 1912.

4 sums-snm lNvElgoR ATTORNEY n. E, PRAMK. F. H. GIBBs.

GAB. UNDEBFBAME. APPLICATION FILED HV. 15. 1910.

Patented N0v.26, 1912.

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mvENTo s WITNESSES ATTORNEY j UNITED was ROBERT E. FRAME, F CHICAGO,ILLINOIS, AND FREDERICK H. AGIBIBS, 0F NEW YOE i N.`Y., ASSIGNOBS T0AMERICAN .CAB & FOUNDRY COMPANY, OF ST. LOUIS, MIS

SOUBI, AICORPOBATION 0F NEW JERSEY. A

CAR-UNDEBFBAME.

Specification of Letters Patent.

Application led November 15, 1910. VSerial No. 592,575.

Be it known that we, ROBERT E. 'FnAMijl and FREDERICK H. GIBBS, residinat Chicago, Illinois, and New York clty, New York, respectively, andbeing citizens of the United States, have invented. certain new l anduseful Improvements in Car-Underframes, of which the following is afull, clear, and exact description, such as will enable others skilledin the'art to which it appert-ains to make and to use the same, ref- *Aerence beinghad to the accom anying drawings, which illustrate thepreferred form of the invention, though it is to be understood. that theinvention is not limited to the exact details of construction shown anddescribed, as 1t is obvlous that various modifications .thereof willoccur to persons skilled in the v tially on the plane of lines l-.1,Figs. 2 and 6. Fig. 2 is a vertical longitudinal sectional view taken onthe plane of line 9f2, Fig. 1, parts being illustrated in elevation.Fig. 3 is an elevational detail view of one end of the center sillmember, illustrating the man'- ner of reducing the cross sectional areathereof. Fig. 4 is a transverse vertical sectional view takensubstantially on the plane A of line 1--4.,l Fig. 1. Fig. 5 is anelevational view of one of the bolster diaphragms. Fig. 6 is afragmentary elevationahsview of the end sill and its connection with thedraft sills. Fig. 7 is a detail perspective view of one of the angleconnection castings hereinafter described. Fig. 8 is a verticallongitudinal sectional view taken on the plane of.

line 8-8 of Fig. l. Figs. 9 and 10 illustrate a modification; Fig. 9.being a transverse vertical sectional view taken on the plane of line 99 of Fig. l0, and Fig. 10 beinga vertical longitudinal sectional viewtaken substantially on the plane of linefflO-lO of Fig. 9; parts beingillustrated in elevation. Fig. 11 is a fragmentary view of the middleportion of a bolster diaphragm formed of in describing the bolsterdiaphragms in- Fig. 11, as well as from fiat sheets of metal.

Fig. 12 representsvafragmental section of,

the modified construction on the line 12-12 of Fig. 10s

an underframe structure for railway cars, in

`""which is u tilized a single center sill member Vand in which thebolster portions are each .composed principally of a pair o'f flangeddiaphragms, either-*rolled or pressed, the

anges of which extend continuously from side sill to side sill and arereceived in suitably formed recesses of the center sill.

A further object is to provide draft sill members so connected with thebols-ters and the center sill as to successfully withstand the severeshocks to which they may be subjected in use, and to transmit bufiingstresses dlrectly to the center sill as near as ,may be withoutunnecessary strain on the bolsters.

Since the structure is duplicated at each end of the car, it isnecessary to illustrate and describe in detail only one end thereof.

Referring tothe drawings; the numeral 1 i indicates the center sillymember; 2, the side 8O connecting member; 3, the end sill; 4, thebolster; 5, the draft sills and 6 the cross bearers. The center sill 1is formed of a commercially rolled I section and is placed in thestructure withits web standing vertically.' At the opposite ends the webis sheared out or recessed substantially from langetollange as at 7,and'extendingin,- wardly from the recess'is a shearing 8, indicated bydotted lines in Fig. 3. The shearing 8 is substantially V-shaped andopens into the recess 7. The portion of the web and flange, below thesheared portions, is bent upwardly and closes the V as is clearlyillustrated in Fig. 3 in full lines. The depth 95 of the center sill isthus reduced at the ends and the recess 7 is correspondingly reduced inheight. The end portion of the lower flange is bent to a parallel withthe correspending portion of upper. flange. A pair of reinforcing plates8, 8, is secured to the opposite sides of the web to strengthen the epd3f the seam produced by the closing of t e Thebolster 4 is composed of apair of 105 flanged diaphragms as 9 9. These diaphragms are placed backto back, as illustrated in the drawings, though it is obvious The objectof this invention is to provide 60 that any suitable disposition of thebolster diaphragms known in the art is permissible, and the diaphragmsmay be spaced apart ifY desired, and extend from side sill to side sill,or from side to side of the car, and they are received in the recess 7of the center sill.

At their central portions the diaphragms are of slightly less depth thanthe reduced lend portions of the central sill and suitange' of thecentersill. At their opposite ends the upper flanges are slightlydepressed as at 12v-12, to receive an inwardly projecting flange ofthe Zsection side connect- .ing member 2, or -side sill. The lower p iangesare inclined upwardly from the opposite sides of the-lower flange of thecenterv sill, so that the oppositelends of the dia- Iphragms are reducedin depth to provide The upthe usual side bearing clearance. per andlower flanges are connected by end flanges 13-13. c

A top cover plate 14 bridges the top flange of the center sill and isfixed, by rivetsa to said flange and to the upper flanges of the bolsterdiaphragms. Some of the rivets which fix said cover plate to the topHarige of the center sill are extended through the depressed portions 10of the 'flanges of the bolster diaphragms. .s A bottom cover plate 15extends beneath the fiange of the center-sill and is fixed, by rivets,to said {iange and to the lower Hanges of the bolster diaphragms. Someof the rivets which x the bottom cover plate to' the bottom flange ofthe center sill are extended through the indented portionsfll of theflanges' of said diaphragms.

A anged center bearing plate, as 16, is

fixed to the under side of the bottom coverI plate 15.

Angle lconnecting castings 17-17 (see Fig. 7) are fitted, one upon eachside of the end portionof the lweb of the center sill,

* back of the bolster diaphragms and are fixed to said diaphragms and tothe center sill for rigidly connecting said members. Each of thecastings 17 is formed with a vertical front wall 18, a vertical sidewall19'and top and bottom walls 20-20. The front walls 18 are fixed byrivets to the adjacent vertical web portion of the bolster diaphragms;the side walls 19 rest against the opposite sides of the end portion ofthe web of the center sill, and are xed thereto and to each other byrivets extending through said side walls and through the interveningportion of the center sill. The top and bottom walls 20 are fitted tothe yshape of the top and bottom flanges, respectively, ofthe centersill and to the portions 10 and 11 of the flanges of the rear bolsterdiaphragm, which lap ,the center sill flanges and are fixed vto saidmembers by rivets, some of which extend through thecover plates I4 and15, respectively, and others through said plates and through theinterposed portions l of the flanges of the rear bolster diaphragm. Aportion 21 of each of the walls 20 is projected so as to engage and beriveted directly to adjacent over-hanging portions of the cover plates14 and 15. The4 rivets which connect the lower portions 21 to the lowercoverA plate 15 are extended through the flange` of the center vbearingplate 16.

The webs of the bolster diaphragms are spaced from the end of the'center sill web and portions of the side Walls of the castings 17 areoffset, as at 22 `and said oset portions are disposed so as-tosubstantially complete the center sill web to the web of the rearbolster diaphragm. The portions 22 of each of the castings 17 are offsetapproximately one-half .the thickness of the center sill web, and `aresecurely riveted together. The rearvertical edges of the odset portionsare arranged to rest solidly against the end of the center sill web', soas to effectually transmit the greater part of the shocks to which theend of the underframe may be subjected directlyto the end .of saidcenter sill web. Suitable angle brackets as 178,173, are formed in eachof the castings 17 for reinforcing the 4connection between the front andsidewalls thereof.

The center bearing plate 16 is formed with the usual king-pin apertureas 23 and con,- centrically above said aperture the webs of aperture 23for the passage of the king-pin. 1120 The front and side walls of thecastings 17 are indented as at 26, where they engage' the portions 24 ofthe bolster diaphragm s and said. indented portions are extended upleastto the top of opening 25, so as not to obstruct said opening, and mayextend .the `full depth of the casting, in which case right and leftcastings will not be required.

the bolster diaphragms are pressed semi- Y Wardly above the top of theportions 24 at 11221 The opposite ends of thel bolster dia- 13Ctend't-hrough the vertical web of saidv cony through the 5 areV secured'to necting members and through' the end flanges 13 of the diaphragms.Further connection is made by a combined jacking casting and anglebracket 13, which'is disposed with one of its flanges ly'ng flat againstthe under horizontal face' of the lower flange of the side' connectingmember'and extends below the bolster ends andL is riveted thereto,

and with its vertical portion lying flat against and being rivetedA to,vthe outer face of the flanges 13.

The usual side bearings as '15 are fixed to the`under face of the bottomcover plate 15 at points spacedv from' the median line of the structure.y

. The draftl sills-5Av are preferably pressed membersof equal heightwith' the reduced portions ofthe center sill'. Their .flanges areoppositely disposed in the structure of Figs. 1, 2, 4,'- 6, and theirinner or rear ends are fitted between the 'p upper and lower flanges ofthe forward bolster diaphragm. The rear vertical flanges 27 of the draftsills are disposed to lie flat 'against the forward face of saiddiaphragm. `Angle brackets 28 28 are fixed, by one of thei-rllanges, tothel flat opposing faces' of the webs of said draft sills at the rearends thereof, and the other flanges of said angles are arranged to lieflat against the forward face of the forward' bolster diaphragm. Thelast mentioned flanges .ofthe angles 28' andl the flanges 27 of thedraft sills, are secured to the webs of the bolster diaphragms by therivets which secure the front walls of the castings 17 to the rear-faceof the bolster diaphragins, which rivets 'are extended Webs of saiddiaphragms and through said flanges.

The upper and lower flanges of the draft sills, where said flanges lapthe flanges of' the forward bolster diaphragm, are secured to saiddiaphragm flanges by rivets, which extend through said flanges andthrough the cover plates 14 and 15 of the bolster. The upper and lowerflanges of the. draft sills are fixed, by rivets, directly' to the coverplates 14 and 15, respectively, at points in front of the forward edgesof the flanges ofY the bolster diaphragm, the cover plates 14 and 15being broadened'at their central portions'so'as to overhang thev'flangesof the forward diaphragm and receive said rivets for furtherstrengthening the structure against possible distortion. .Some of therivets 'which fix'the `lower flanges o f the draft sills to thelowerflange of the forward bolster diaphragm are extended through theflange of the center bearingl plate 16. The portions of the" center sillflanges' which project in front of the bolster diaphragms the adjacentoverhanging tion,

the upper flange of said connecting memplates 14 and 15 by rivets as at29.

The end sill 3is formed of a rolled T secarranged with its web portiondisposed horizontally and with its flange portion arranged verticallyalong the vforward edge of the web portion. The forward ends of thedraft sills extend beneath the end sill 3, and are projected beyond theforward face thereof.

The top flanges of the draft sills are slightly de ressed as at 30 toreceive the web portion o the end sill, and a connecting cover plate 31is riveted to the upper faces of said web and draft sill flanges. Theupper flanges4 of the draft sills are further depressed at `the portionsof said cover beneath the lower edge of said sill. The lower flanges ofthe draft sills arearaised slightly at i a drawbar supporting plate" 34is fixed tothe under faces of said raised portions.' The forward ends ofthe top and bottom flanges of the draft. sills are connected by end.flanges 35.

A relatively heavy striking plate 36 extends from one of the draft sillsto the other, and is fixed to the forward faces of the flanges 35. Thelower edge of the plate 36 is spaced above the upper face of thesupporting plate 34, and the upper ortion thereof is bent horizontallybackwar y and riveted to the adjacentv depressed portions of the topflanges of the vdraft sills as at 37.' The rear edge is bent again to avertical position vand is riveted to the forward face of the flangeportion of the end sill as at 38. A suitable reinforcing filler 39 isfixed between the inner faces of the draft sills, beneath the horizontalport`on of the plate 36, and is riveted to the webs 4of the draft sillsand to the horizontal portion of the plate 36, and to the front verticalportion ofthe said plate for reinforcing the connection between the endsof the draft sills and for strengthening their connection with thestriking plate. d

Beneath the lower edge of the striking plate the webs of the draft sillsare pressedtoward each other, so as to form restricting lugs 40, whichserve to reduce the width of the drawba-r opening' without thenecessity' of attaching separate members for the purose. v p Theopposite'ends' of the end sill 3 extend beyond Vthe vertical web of theside connecting members 2. and are disposed with the web portion thereoflying above bers. A. gusset plate 41 is interposed' and is riveted toeach of said members. A' pushpocket 42is fixed to theoverhanging portionof the end sill and to the web and lower flange of the side connectingmember,

rear face of flange portion., ofthe T end sill, as at 32,' so as toextend their'forward ends as at 33 and Y as at 43, and serves to furtherstrengthen the connection between said members.

Any desired number of cross bearers 6 may, obviously be employedthroughout the length of the structule, but, for convenience, 4only onehas'been illustrated. `Each of the cross bearers is of channelcross-section and i is continuous from side to side of the structure.Apertures as 44 are formed in the web of the center sill fr" the freepassage of the cross bearers. Angle brackets .45-45 are fixed by throughrivets to the opposite sides of the web of the center sill, adjacent theopenings 44, and each of said brackets 1s disposed vertically and hasits outstanding flange fixed to the vertical flat face of the adjacentcross bearer. The lower end of each ofthe brackets is bent to ahorizontal, as at 45, so that the outstanding fianlge thereofunderlapsthe lower flange of t cross bearer, and the lapping flanges aresecured by rivets. This arrangement provides a simple but wide andthoroughly substantial support for the central portion of the crossbearer.

Since the center employed in car construction is usually placed belowthe horizontal median line f the underframe structure, there '1s aconsequent tendency to force theend sill downward, or inversely, toforce the bolster upward. This tendenc has resulted in a frequency ofrupture o the underframe at .the bolster, or at a point immediately infront ofthe bolster,

due to ineffectual connection between the draft sills and the centersill or sills. In Figs. 9 and 10 we have illustrated a structuredesigned to materially and e'ectually overcome this difficulty.

It will be seen from Fig. 10 that the top flange of the center sill isextended to a point beyond that reviously 'described and to the rearface of) the end sill. The bottom flange is extended to a pointdetermined by the form of draft rigging in connection with which itis tobe employed, and, as illustrated, may serve as a reinforcement fortherear'follower stop 5 of the draft rigging.

The draft sills 5'L shaped in cross section throughout the eater art oftheir length and the upper anges t ereof are turned toward each otherand are riveted to the upper surface of the extended portion of the topflange of the center sill, as at 5".- The bottom flange prujects-outwardl and is disposed withv its underface para lel with theunderface of the extended portion of the lower ange of the center sill.p

A bottom cover-plate 5 is rivetedto the underface of the ,bottom flangeof thecenter sill, and extends so as to underlap, and be riveted` to,the bottom flanges of the draft sills, as at 5. The plate 5 extends fromthe are substantially Z- line of the draft rigging' fforward edge of thebottom cover-plate of` the bolster forward sufficiently to be em- Yployed for supporting the rear end of the draft rigging, but not so faras -to prevent thorough inspection of the draft rigging.

The forward and rear' end portion of the draft sills 5 are formed to asubstantial equivalentvof the corresponding arts of the draft sills 5previously descri Owing to theangularity of the castings 17, vshown indetail in Fig. 7, and the position of the center sill, bolster-and draftsills with relation thereto, it is' evident that buliing stressestransmitted to the draft sills will be' received by the transverselyoutstanding end walls 18 of said castings and transmltted to the `centersill web and flanges direct, with the bolster'fdiaphragm servmg,incidentally, in this connection as a filler rather than as a means for;receiving the buliing stresses. The top Aand bottom flanges of saidcasting being riveted directly to the top and bottom bolster coverplates, and the draft sills likewise bein riveted to the said plates, itis evident that uffing stresses are transmitted through the draft sills,top and bottom bolster plates, the castings 17 and to the center sill,and so long as these rivet connections are intact the bolster will notreceive these stresses.

Having fully described the invention, what we desire to claim is Y 1..Inacar underframe, a longitudinal sill a bolster comprising a pressemember o variant cross section extending continuously from one side ofsaid sill beyond the other side, and arts of said sill extending aboveand parts elow said bolster, the web ofthe sill terminating short ofsaid bolster.

2. In a carunderframe, a. longitudinal sill, a bolstercomprising apressed member of variant cross section and of -generaljchannel shape incross'section, extending oontinuously from one side of said sill to theother and parts of said sill extending above and partspbelow saidmember, the Web otI the sill terminating short of said bolster. .Y

,3. In a car underframe, a longitudinal sill, aV bolstercomprising alpressed channel member of variant cross section, extending continuouslvfrom one sidel of-said sill be? yond the ot er side and between theflanges of said sill, the web of the sill terminating short of saidbolster.

4. In a car underframe, a longitudinal sill, a bolster comprising aplurality of pressed channel members of variant cross section exvtending continuously fr'om one side of said i sill beyond the othersideand parts of said sill extending above and parts below said members, theweb `of the sill terminating short of said bolster. e 4

5. In a carunderframe, intersecting members, onel lof said -inemberscomprising a pressed shape,

with oppositely disposed' tie-11.3?

. pressions formed in 4the cross section andfhayingcppositelydisposed'til - for receiving a upper surfaces of said members extendingto upperand lower faces of said pressed member to receive parts of the othermember. l

6. In a car underframe, intersecting members, one of s aid memberscomprising a bolster consisting of a ressed member of variant crosssection wit .top andbottom flanges and with a depression formed ineachofsaid flanges for receivingparts of? l; ber. f 5i-L' 7. Inacarunderframe, intersecting-members, one o fsaldf` members being Yofvariant depressions forme'd'i-theleln for. receiving parts ofthe'other-.member..'.y l 1 l 8. 1n a car underframelcontin l1ousintersecting members, upper ,and Alower.:flanges formed upon eachof`said. members, the

flanges of one ofl said memberslbeing de' pressed to receive theflangesof the? other. 9. In a car underframe, ya.` .combinationcomprising a anged center silliwith aecenter pin aperture therein and abolster extendlng between the flanges of said center sill, and a socketfor said pin formed in said bolster.

10. In a car underframe, a combination comprising a center sill with aweb', top and bottom flanges extending beyond said web and. a bolster injuxtaposition to said web between the flanges of said sill.

11. In a carunderframe, a flangedfcenter sill, a bolster memberextending continuously from one side of said sill to the other andbetween the flanges thereof; parts of the it center sill lapping thebolster andV one of said lapping portions being formed -With aking-pinaperture, the web ofthe sill termi-v nating short of saidbolster.

12. In a car nnderframe, a bolster comprisin g a pair of marginallyflanged pressed members extending continuously from sidev to side of thecar, the webs ofthe respective members contacting and the fianges beingdisposed to project away from each other, a.

center sill extending 'above and .below said flanges and castings atAeach iside of said cen-y ter sills connected with said-bolster, the webof the sill terminating shortof said bolster. 13. In a c ar underframe,intersecting members, one comprising a pressed shape of variant crosssection and the other a commercial shape; a depression formed in saidfirst member, and a part of said other member extending into saiddepression, upper surfaces of said membersextending to substantially auniform plane.

14. In a car underframe, intersecting members, one of said memberscomprising a pressed shape of variant cross section and having adepression formed in saidmember part of the other member,

substantially a uniform plane. 15. In a car underframe a pair of bolstermembers comprising pressedishapes ofyariant cross section providing aplurality of marginal depressions in the middle portion thereof forreceiving parts ofother members and a center sill having a webA'terminating short of. said bolsterl members and having Hanges restingin said depressions.

16. In a car underframe, intersecting flanged members, one comprising apressed shape, and the other comprising a commercial shape, the4 firstof said members 4h avmgv upper and lower marginal depressions thereinfor receiving respectivelythe upper and lower anges of the secondmember.

17. In la car underframe, intersecting members, parts of one of saidmembers be# ing depressed and parts of the other being cut away `toreceive the depressed portions of the first. i

`prising pressed members of variant cross section extending continuouslyfrom one side offthe underframe to the other, parts of said membersbeing'pressed to form a king-pin socket, and a center v.sill lappingsaid bolster witha y'pin aperture therein registering with said socket.

terV sill, the web of the center sill being spaced longitudinally-awayfrom the bolster and the flanges of said sill lapping the bolster andlmeans interposed between said sill and bolster and within thecross-sectional area of said sill for connecting the webs of said sillto the bolster.

20. In a car nnderframe, a bolster, a flanged center sill, the web ofsaid sill terminating at a point spaced from said bolster and angularcastings lnterposed between said -web and bolster and lapping saidbolster within the cross-sectional area of said sill for completing saidweb to the bolster.

21. In a car underframe, the combination comprising a single center sillwith webs terminating between holsters, with top and bottom flangesextending beyond the holsters, bolster diaphragms between said flanges,draft sills connected with the center sillsy and a top bolster coverplate connecting a center sill flange and said draft sills.

22.. In a car underframe, a longitudinal sill, a transverse bolstermember extending continuously from side to side of the car :and havingvertically alined depressions bolster member for receiving parts of thesill, and a top cover plate secured directly to said sill and bolstermember.

23. In a car underframe, a longitudinal sill comprising an I section anda bolster comprising a pressed member, with irregular Harige portionsextending continuously 'from side to side of the underframebetween thetop and bottom anges of the center sill,

-18. In a car underframe, a bolster com# anges of saidV formedin the topand bottom faces of said In a car underframe, a bolster, a cen- Sill,the

' 50 pressed tween the flanges thereof and `top and bottom bolster coverplates riveted -directly to said sill and `to 'said pressed member.

24. In a car underframe, a single center web of which terminates betweenbolsters, a bolster comprising a pressed member of variant cross sectionextending continuously 'between the ilanges of said sill, and draftsills directly engaging the flanges of said' center sill.

25. In a car underframe, a center, sill comprising Aa rolled flangedsection, b'olste'rs comprising pairs of members extcndmg continuouslytransversely of said sill beond the 'web of the sill at each end, andraft sills connected to flan es of 'said center sill. 26. Ina car underrame, a single center sill comprising Aan I section, a bolster com-vprising a member of variant cross section extending continuouslytransversely of and beyond the web of Vsaid sill, and flanged draft.,sills connected to the upper flange o f said"ceiiter sill.

. 27. In 'a car underrame, a'- single center sill comprising an Isection extending in part from end sill to end sill, bolster diaphragmscomprising ressed members extending continuously rom side to side, topand bottom cover plates for said bolsters and draft sills connected4with the flanges of said center sill, and with said .cover plates.

28. In a car underframe, the combination comprising acenter sill, abolster comprising ing from side to side of the underframe beyond theweb and between the flanges of said sill and a pair of oppositelydisposed castings {ixed to the web and flanges of said bolster memberand to said sill.

29. In a carunderframe, a center sill, a bolster comprisin a pressedmember of variant cross sectlon extending through a part of -said silland between the flanges thereof, the center sill andv said pressed "45member rising to substantiallyP a uniform pair of oppositely disposedcastings plane, a

fixed one to each side of the web of said center sill and each fixed tosaid pressed member and a cover plate connecting said sill,

member and said castings.

30. In a car underframe, a center sill, a

f bolster comprising a pressed member exand bea pair -01E oppositelydisposed castings tixed one to each side of the web of said center silland abutting the end surface of saidweb and each casting fixed to saidpressedV member.

31. In a car underframe, a center sill comprising a single rolledmember, a bolster comprising a pair of -pressed members which extendfrom one side of the underframe to the other and betweenthe flanges ofsaid sill, draft sills fixed to said members and a tending through partof said sill Y pair of castings fixed to some'of -said mem- -castingfixed tol thede members of variant cross section extendant cross sectionter sill for transmitting shocks fromv said draft sills to,A the centersill.

32. In acarunderframe, a flanged center sill, a bolster comprising a,flanged pressed member extending from one side 'of said in the flangesof said pressed member for .receiving the flanges of the center sill,and a ressed, portions of .bers in ninemsn with.'the-'Web Of-s'id 'cen--underframe'to theother, depressions formed the flanges of the ressemember andto the flanges and web o said center sill.

33. In car underframe, afjlan d fcenter Asill, a bolstercomprisingfafp'r member extending transversely'of vsuiidfcenter sill andhaving continuous top and lbottom flanges parts of which aresubstantially in the respective planesof the top and bottom flanges'ofthe adjacent portions'of the ceni ter sill and depressions formed inthe' flanges of said pressed member for receiving the flanges of thecenter sill.

34. In a car underframe, a flanged center sill,` a bolster comprisinga-pressed member extending from side tq side of said underframe, withcontinuotfs top and bottom -flanges of the adjacent portions of .thecenter sill lapping said pressed member and bolster, cover platesconnected to the respective top and bottom flanges of the pressedmember, and to the top and bottom flanges of the center sill, the web oftbe sill terminating short of said bolster.

35. In a car underframe, a center sill, 4a flanged cross bearerextending continuously from* one side of said sill to the other betweenthe flanges thereof and a bracket fixed to the sill and to the webportion of the cross bearer and being bent to overlap the bottom flangeof said cross bearer, the

web of the sill terminating short of said 36. In a car underframe, abolster vcoinprising a pair of flanged members of variextendingcontinuously from side to side of the underframe and being recessed toform a king-pin socket between said members, and a center sill. withcontinuous bottom flange und'erlapping said bolster and being provided-with pin open- 'ing registering with said socket, the web of the sillterminating short of said bolster.

37. In a car underframe, a bolster comprising a pair of pressed membersof variant cross section extendingv continuously from side to side ofthe car, bottom flanges formed upon said members and a king-pin socketformed in the webs of said members relatively between said flanges, anda center sill with continuous bottom flange underlapping said bolsterand being rovided with pin opening re stering with said socket, the webof the sill terminating short of said bolster.

38. In a car underframe, a flanged center of said center sill and aking-pin socket formed in said lapping portions.

40. In a car underframe, the combination comprising a single centersill, a continuous flanged member extending transversely of.

and through said sill, and provided with flanges spaced apart, thedistance between said flanges being less within the zoneof saidsillvthan at other points in the lengt-l1 of said transversely flangedmember.'

4l. In a singlecenter sill underframe for railway cars, the combinationcomprising a center sill wit-h notched end portions, bol` sterdiaphragms within said notchesand below and in the plane of the top ofsaid center sill, atop cover plate extending over said center sill andconnected, directly thereto andwith said diaphragms and castingsconnected to said` sill, diaphragms and cover plate.

42. In a single center sill underframe, a

combination comprising a center sill extending in `part beyond theholsters, bolster dia-- phragms projectingthrough said sill, bolsill.

" 43. In a single center sill car underframe,v

ster cover platel extending overV and connected to said vsill and saiddiaphragms, separately formed draft sills abutting said diaphragms andconnected with said cover plate and bufl'ing castings in alinement withsaid draft sills, connected with said center the combination comprisinga, center sill, bolster diaphragms between the top and bottom flanges ofsaid sill, said diaphragms with a bottom flange, a bolster combeing ofsubstantially the depth of said sill in parts thereof outside of thesill, draft sills connected with said bolster diaphragms, and buflingcastings in alinement with said draft sills between the bolster andcover plates connecting said center sill and bolster diaphragms, draftsills and castings. In a car underframe, a single center sill with topflange and vertical web, a bolster and Z-shaped draft sills withtheir'upper flanges lapping and being riveted directly to the top flange'of said center sill.

45. In a car underframe, a single center sill with top flange andvertical web, a bolster and Z-shaped draft sills lia-ving inwardlydisposed upper flanges and outwardly disposedv lower flanges, with theirupper flanges lapping and being riveted directly to the top flanges ofsaid center sill, and bottom tie members for said draft sills.

46. In a car underframe, a single center sill with top flange andvertical web, a bolster and Z-shaped draft sills lapping said centersill flanges and a bolster plate connecting said bolster, center silland Z-shaped draft sill.

47. In a car'underframe, a single center sill formed of a rolledsect-ion with continuous top flange, a flanged bolster, Z-shaped draftsills connected with the top flange of said center sill, means forconnecting the bottom flanges of said draft sills and a bolster plateconnected directly to the center sill, bolster flanges and top flangesof the draft sills.

In Witness whereof we have hereunto set our hands in the presence of twowitnesses.

Witnesses HILLEL TIFF,

F. O. REEMER.

